for dyno tuning what sequence does everyone start with???? cam gears, fuel pressure, timing??? id like to know what order for when i dyno my car.

 

VTEC crossover first.

I set the VTEC around 5000rpm on the baseline run.
.If the torque/power dips before the baseline VTEC crossover rpm, move the VTEC crossover below the torque/power dip.
.If the torque/power dips after the baseline VTEC crossover rpm, move the VTEC crossover point up and cross-reference with AFR's in that rpm range to make sure it's not a drastic change in the AFR for that interval that's causing the power/torque loss.

There's an alternate method of setting the VTEC cross point that I haven't tried yet.
1.) Set teh VTEC Lo -> Hi at something outrageously high for the power band (a point where you know the low cam poops out)...ie: ITR cams, set initially to 6000rpm.
2.) Run the car.
3.) Set the VTEC Lo -> Hi really low...something like 2500rpm or 3000rpm.
4.) Run the car.
5.) Overlay the graphs.
6.) The point where the torque curves intersect is the rpm where you should set the VTEC Lo -> Hi switch. Might need some fine tuning after this tho.

The first method is quicker. Usually only takes two runs to get a good switch point.

I try to set the fuel pressure based off of the VTEC confirmation run's AFR readings.

I'm not sure about how to feel about which to do first tho...cam timing or fuel curve adjustment. Supposedly you should do the cam timing first b/c the AFR's change when you change the cam overlap.

 

something that has worked for me:

set VTEC at 4000 so you know it will fall on its face, be sure the fuel input on the VAFC is flat, ecu is reset, lashes are at .007in, .008ex.

(optional) the car has fresh oil change, cap/rotor/wires/plugs/fuel filter if you like, so the car is fresh. do not add any fuel/octane additives either.

set the ignition timing to 18BTDC the proper manner, see helms if you need assistance.
begin moving the intake cam in 1 degree increments, which is +1 out of 10, or +.5 out of 5 depending on the gear. each time you make a gear change, reset the ignition timing to track to 18BTDC or else you will run to much timing. you need one degree of retard for each degree of cam advance. keep advancing the intake cam depending on the specs for clearance and dont push the envelope. You can advance GSR up to 4/10 and ITR01/CTR up to 3-4/10 safely, retard GSR 3/10, retard ITR/CTR up to 2 safely.

what you are trying to do is build power from cam timing around 5-5500rpm from its current setting. say you arrive at +3/10 and 18timing and have gained +8 at 5252 and lost 3 up top. you have done something good. back that setting off about 1/2deg out of 10 and then start tuning the exhaust cam. try advancing it as much as +4/10 (advancing the exhaust cam is like retarding the intake cam, less risk)
advancing the exhaust gear is best seen on ITR/CTR since they close 10ATDC, GSR closes 7ATDC. GSR is already advanced over ITR/CTR specs with less duration at 0 timing. If you advance your ITR cams you will notice the peak number may go down a bit but you will gain alot in the midrange. If you want a balance of midrange and peak power, 0 on the exhaust cam will be the best of both worlds... however we are still trying to fill the VTEC hole. Try +1 ex, then -1 exhaust no ignition timing changes needed by the way. once you find the best most optimal setting, reset the car's computer. set the VTEC 200rpm before the powerband starts climbing and you have the best overall cam settings for peak and midrange on a whole as long as you have gained mainly overall...

at this point IMO you can try more fuel pressure. if you are at standard, crank it up to 50 at idle, 60 at WOT. make a run and see where you gain. if you see gains, then make note where more fuel helped and hurt you, write it down. back your fuel pressure back to 45-55 at WOT for safekeeping. your injectors cant run there forever. at this point, you can start adding and subtracting fuel to make overall adjustments.

at this point my friend, you should have the best gains from your motor or as far as I can tune from it

 

thanx for the heads up from both of u. hopefully ill get more responses although mikes was very informative.

 

keep us in the loop. let me know how your car is doing, also please ask if there is anything more I can assist you with

 

hey mike, im goin to print out what u wrote for reference. ill tell ya my setup though.
B18C1 12.5:1 JE pistons (81.5mm) JUN 3 head package, stock ITR head, ITR IM, ITR TB, 3" cheap intake, DC JDM 4-1 header w/ 2 3/4" exhaust, VAFC, RC 370 injectors, P28 on skunk2 program. 1 gallon fuel cell, of course huge FP and all the assorted other crap.